Means for resetting automatic controlling devices for vehicles or trains.



No; 868.993. PATENTBD OCT. 22, 1907. F. E. KINSMAN.

MEANS FOR IiESETTING AUTOMATIC CONTROLLING DEVICES FOR VEHICLES 0R TRAINS.

APPLICATION FILED JAN. 29. 1906.

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PATENTED 0.0T. 22. 1907.

I r. s. KINSMAN, MEANS FOR RESBTTING' AUTOMATIC oon'rnonme DEVICES FOR VEHICLES OR TRAINS.

APPLIOATIOF rnnn 15.8.29. 1906.

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'PATiINTBD new. 22. 1907.

' P. E. KINSMAN, MEANS FOR RESHTTING AUTOMATIC CCNTRCLLING DEVICES .FCR VEHICLES CR TRAINS. Y r

APPLICATION FILED JAN. 29, 1906.

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Trains, of which the following is a specification.

UNITED STATES PATENT orruon.

FRANK E. KINSMAN, OF PLAINFIELD, NEW JERSEY.

MEANS FOR -RESET'IING AUTOMATIC CONTROLLING DEVICES FOR VEHICLES Y '03 TRAINS.

No. 868,993. Specification of Application filed January 29 To all whom it may concern:

Be it known that I, FRANK E. KINSMAN, a citizen of the United States, and a resident of Plainfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Means for Resetting Automatic Controlling Devices of Vehicles or This invention relates to means for resetting automatic controlling devices of vehicles or trains, and particularly to automatic controlling devices of that class adapted for controlling and stopping the movement of such vehicle or train.

One of the principal objects of the invention is to reduce accidents to the minimum by rendering it very diflicultfor a careless engineer or motorman to restart his train or vehicle after it has been brought automatically under control or stopped, and I accomplish this by requiring that the resetting of the automatic controlling means shall be effected by more than one person or from more than one point.

In one embodiment of my invention illustrated here in the controlling points from which the resetting of the automatic controlling or train-stopping mechanism is effected are separated by such a distance that in prac tice the separate or'joint action of two or more persons will be required to increase the speed of or start a train or car that has been automatically brought under con trol or stopped. Thus the responsibility for the advance of a train or car into a danger zone will be divided, and will rest upon two or more persons, one of whom may be the engineer or motorman, and another or others, employees having other duties than such engineer or motorman. By dividing the responsibility in this manner it becomes unnecessary to employ two persons having identical duties for the purpose of reducing the danger of accidents, and it would, for example, be unnecessary to employ two engineers in the cab in order to avoid the risk that one man, if alone in the cab, might take chances and run past a signal set against him. As set forth in my prior patents and applications, it is frequently unnecessary for a car or train to be brought to a full stop by the action of the automatic means for controlling the movement thereof, it being sufiicient in many cases, and particularly in cities and on interurban roads where trains are run at short intervals, to bring the train or car under control and then proceed past the danger point at reduced speed. In such cases, however, it it desirable, in the use of my automatic train-stopping system, to provide some check upon an engineer or motorman who may be desirous of proceeding too rapidly or at full speed immediately after the automatic controlling action has taken place. By providing means for preventing the resetting of the automatic controlling means except from two or more points distant Letters Patent. Patented Oct. 22, 1907.

,1906. Serial No. 298,321.

from one another, or by the concurrence of action of two or more minds, although the responsibility for proceeding is divided, a careless or reckless engineer or motorman will be less of a menace to passengers and equipment than one who is allowed to run his train or car without any exercise of supervisory or joint authority.

The two or more points of control referred to in the preceding paragraph need not necessarily be governed by two or more persons. Indeed, on trains, especially long trains, it'is very desirable to provide for the resetting of a plurality of automatic controlling devices from a single point by a single person, as for example, for the resetting of all the automatic controlling devices on a long train by the engineer, motorman or other person, from a single point when it would not be feasible to employ a large number of persons for resetting the controlling devices on all the cars of the train separately, as for example, on a long-distance or transcontinental train. In such cases it is more important that the engineer shall have full control over all the cars of a train, where trains are far apart on a line, than on railroads in cities or connecting adjacent towns where the running of a large number of trains at short intervals is the chief consideration. Thus it will be seen that the resetting of a controlling device from any one of a plurality of points, and the resetting of a plurality of controlling devices from a single point are necessary to, and have their special advantages in, the running of cars or trains under the conditions specified, and various combinations and modifications of these features of control may be adapted for use under various conditions, and will be hereinafter described and claimed.

In the drawings accompanying this specification and forming part of the present application, Figure 1 is a side elevation of a train of cars embodying automatic controlling means of such construction as to comprise the feature of control of a single train-controlling device from a plurality of points or by a plurality of persons, ona single car, and also the feature of control of different train-controlling devices on different cars of a train from points or by persons on different cars of such train; Fig. 2 is an enlarged view of one of the cars shown in Fig. 1 and illustrates more in detail than in Fig. 1 how the automatic controlling means and associated devices are so constructed and combined as to constitute a unit which may be independent of every other similar unit of a train; Fig. 3 is a view similar to Fig. 2 of a portion of a car illustrating a modification of my invention in which the resetting of the automatic controlling device is governed electrically instead of by fluid pressure, as in Figs. 1 and 2. Fig. 4 s an enlarged detail illustrating in sectional end elevation an improved automatic controlling device of the type adapted for automatically releasing the pressurcin an air-brake. system of a power operated vehicle or train, and shows the parts in their normal idle position; Fig. 5 is a sectional side elevation of the same, with the parts in the same position; Fig. 6 is a view similar to Fig. 5, but illustrates the parts in the positions they assume when the device is in the working position; Fig. '7 is an enlarged transverse section of the valve of said device, which valve is a detail. which will be lit-reinaiter described; Fig. 8 is a sectional end elevation, similar to Fig. 4, of the modified type of controlling device which is electrically operated, and which is llustrated in Fig. 3; Fig. 9 is a view similar to Fig. 2, showing a modification of my invention in which the automatic train-controlling device is governed electrically from a plurality of points instead of by fluid pressure, as in Figs. 1 and 2; and Fig. 10 is a view similar to Fig. 1 illustrating another modification of my invention, in which the separate controlling units of each car of a train are connected in such a manner as to constitute a controlling system all of the automatic controlling devices of which are resettable from a single point or by a single person.

Similar characters designate like parts in all the figures of the drawings.

Referring first to Figs. 1 and 2, I have illustrated in these views one of the most common ways in which an automatic controlling device for governing the power, brakes or other movement-controlling medium of a vehicle or train may be reset from any one of a plurality of points. In the first. of these views two cars are shown coupled together, and in the second view one of the cars comprising the train illustrated in Fig. 1 is shown on a larger scale. In each case each car, which may be of any usual or suitable type of construction, has thereon means for automatically applying a brake or brakes,

the particular means illustrated being an automaticv fluid-pressure brake system, such as the usual air-brake system. Only so much of the air-brake system is illustrated as is necessary for proper cooperation with the automatic controlling means hereinafter to be described. Here each car has the usual train-pipe 2 of an automatic air-brake system, and that section of the train-pipe which is carried by a car isconnectible by the usual flexible couplings or hose-pipes 3 at opposite ends of: the car with corresponding sections of the train-pipe on other cars through similar flexible connections. The sections oi the train-pipe and the different flexible connections for coupling them together are designated in Fig. 1 by the same reference characters These couplings 3 embody the usual valves (not shown) for preventing escape of air when the couplings are separated.

Preferably each car and its controlling and reset ting devices illustrated in Figs 1. and 2, constitutes a carunit capable of operation independently, but connectible to other car-units and also capable of cooperation therewith as an element or unit of a train. Thi cooperation is intended to be effected by means of the usual coupling devices for the cars and for the trainpipe sections carried by such cars, only the connections for the sections of the train-pipe being shown herein.

Any suitable type of automatic controlling device for operating upon the power, brakes, etc., may be employed, but this device will usually be an automatic l rake-controlling device cooperative with the brake system. The particular construction of this automatic controlling device may be varied within wide limits, but I prefer to make use of a type of brake-ct ntrolling device similar to that shown, described and claimed in an application filed by me August 16, 1905, Serial No. 274,370. The present device differs from that shown in said application, however, in that no means other than the pressure of fluid in the air-brake system is used for resetting the lnuke-controlling device. in Figs. l, 5, 6 and 7 I have illustrated in detail the con struction of the brake-controlling device shown in a general way in Figs. 1 and 2. The chief element of such an automatic brake-contnilling device is usually an arm normally extending into the path of operation of a trip (not shown) located on the road-bed of the line oi way, and in the constructionillustrated herein 1 have shown such an arm, but it differs in many respects from those heretofore used. As is usual, it controls the movement of an automatic valve the stem of which is shown at 4 and the body of which is contained with in a valve-casing 5. This valve-casing is connected by means of a pipe 6, also substantially as is usual, with the train-pipe 2, and through the open end of said pipe which is extended beyond the valve-casing and communicates with the open air, pressure in the brake system may be let off in the usual manner when the valve in the casing 5 is so turned as to open the pipe (3. .\ormally, however, this pipe is closed by said valve when the controlling arm is in the position shown in .l igs. l, 2, 4 and 5, and the pipe 6 is closed to colnmunication with the outer air. The principal means for control ling the opening of the valve in the casing 5 and releasing the pressure in the brake-pipe system and thereby applying the brake or brakes oi a car or train, is. an anti matic controlling arm or trip '7 secured to the valve stem 4, a nut S and a pin 9 being shown on the end of said valve-stem for locating the controlling arm in its proper plane of movement. This controlling arm of trip depends into the path of a trip-arm on the line of way, and when said trip-arm, which may be of the usual type and operated in the ordinary manner, is elevated and the controlling arm '7 comes in contact wit h the trip-arm, said controlling arm is shifted to one side of its vertical position, as for example, to the position shown in Fig. 6, and carries with itthe valve-stem l and the valve connected thereto, the movement of the parts being such as to open communication bctwecn the pipe 6 and the outer air. The principal differem-e between the controlling arm 7 here shown and that or dinarily used is that in this construction 'said arm has a cross-head 10 having at opposite sides of the long axis of the controlling arm stop faces ll in line with the axis of oscillation of the arm. The object of this crossdiead and its faces is to assure proper cooperation between the controlling arm. and resetting means therefor, which will now be described.

It is customary to reset a controlling-arm manually, but in the present case, as in some of my prior patents and application, I prefer to employ means for anus matically resetting the controlling-arm. This automatic resetting means may be of any suitable type, provid ed that it is capable of operating upon the automatic train-controlling means in the manner set forth in the preamble hereof. That illustrated in connection with Figs. 1 to 7 inclusive is intended particularly to cooperate with the automatic controlling means in such a manner as to be capable of resetting such controlling means, that is, a single controlling device, from any one of a plurality of points, and hence by any one of several persons. In addition to this the resetting means shown in said views conforms to the characteristics of a fluidpressure brake-system in that, as shown, the resetting function is controlled by fluid pressure, although of course it is not essential that the resetting be effected by such means. When the resetting is effected by fluid pressure the fluid pressure may be derived from any suitable source, as for example, from the main reser voir (not shown) of the brake-pipe system, through an independent pipe 12 leading to a manual controller or handle 13, which normally shuts off communication between the pipe 12 and the pipe 14 leading to a cylinder and piston for resetting the controlling arm 7. The pipe 14' in the car-unit shown in Figs. 1 and 2 preferably extends from end to end of the car and has manual. controlling handles 13 at both ends of the car, the manual controlling handles, pipes and valves being duplicated in the construction shown at opposite ends of the car, and the parts being designated by the same reference characters. The pipe 14 I term a resetting pipe, and this resetting pipe on each car in said figures, isindependent of the resetting pipe of every other car. At a suitable point therein a branch pipe 15 leads from said resetting pipe into one end of a cylinder adjacent to'the controlling arm 7. This cylinder, which is designated generally by 17, consists of two main parts and an intermediate partition, the main portion or barrel of the cylinder being shown at 18 as cast integral with the bracket-arm 19 extending from the valve-casing 5, While the partition, which is indicated at 20, rests on theupper end of said barrel and is secured to the barrel of the cylinder by a separate casing or cover 21 constituting the head of the cylinder, this casing or head being fastened to the barrel of the cylinder in this case by screws 22 which extend through the head and the partition and into the barrel 18. At its upper end the branch pipe 15' is screwed into the casing or head 2].. The partition 20 has a central tapered opening 28 normally closed by the correspondingly tapered head 24 of a valve 25 loosely seated therein. The shank portion 25' of this valve has long longitudinal grooves 26 cut therein, as by means of a milling-cutter, for the purpose of permitting pressure from the pipe 15 to be applied through the opening 23 when the valve is raised as illustrated in Fig. 6. The valve will only be raised when the controlling arm 7 is in the position shown in said view, that is, when an automatic application of the brakes has been effected and the parts are in such positions as to require resetting to the normal positions.

For the purpose of resetting or returning the controlling arm 7 to its normal central position I prefer to make use, in the construction just described, of a resetting piston mounted and working in the barrel 18 of the cylinder 17, this piston being, when the parts are in the positions shown in Fig. 6, in communication with the source of pressure connected with the resetting pipe 15, through the opening 23 in the partition 20 and the channels 26 in the valve 25. When pressure is admitted through the pipe 15 into the space behind the piston, which is designated by 27, said piston will be forced outward or downward and will operate upon suitable means for resetting the controlling arm in the central position. This application of pressure to the piston will only take place when some one of the manual resetting handles 1.3 is turned to open communica tion between the pipes 12 and 14. The means for transmitting the movements of the piston 27 to the crosshead 10 and contact-faces ll of the controlling arm 7 may be of any suitable type. A simple means for effecting this movement is yoke 28 connected to a short piston-rod 29 to which the piston 27 is secured. This yoke reciprocates with the piston and constitutes a trip-resetting device, and is so constructed that the faces 30 thereof cooperate respectively with the working faces or contact faces 11 of the crosshead of the controlling arm 7, and serve as stops for limiting the respective movements of said controlling arm at opposite sides of its central position, and has actuating faces for turning said controlling arm by engagement with one or the other of the contact faces 11 of the cross-head.

The manner in which the yoke and the piston are forced up and with them the valve 25 on an automatic application of the brakes, and the manner in which these parts are returned to the normal central position when pressure is applied to the piston through the resetting pipe 15, will, it is believed, be clear from Figs. 5 and 6, the piston and the trip-resetting device or yoke always moving in a right line to turn the trip back to its normal position. At 31 l have shown a vent which is uncovered by the piston when the piston reaches the limit of its downward movement, this vent serving, in a manner which will be well understood by reference to my prior patents, as a means for permitting the escape of the operating fluid remaining in the cylinder space, etc.

In Figs. 3 and 8 I have illustrated a modification of my invention which shows a controlling apparatus and resetting means of the same type as that illustrated in F igs. 1 and 2, that is to say, one in which the resetting means on each car of a train is independent of that on every other car and constitutes a unit. One of the principal differences, however, between the construction shown in these views and that illustrated in Figs. 1 to 7 inclusive is that there is illustrated only a single point of control on each car for governing the resetting operation on such car; The chief specific difference, however, between the devices shown in these two sets of views is that in Figs. 3 and 8 the resetting is controlled and effected electrically instead of from a fluidpressure system. The car, the automatic controlling arm, its valve, and the train-pipe and other cooperative devices, are the same as those shown in the preceding views, and are designated by the same reference characters. The means for controlling the resetting, however, is altogether different. As shown, it comprises a manual resetting handle in the form of a switch-lever 13 carried by a suitable switch-box and stand 32 and 33. A conductor 12 corresponding to the pipe 12 from the source of fluid pressure in the previous views, leads from a source of energy or battery 34 corresponding to the reservoir (not shown) from which the pipe 12 leads, and conductors 14 and 35 lead respectively from the switch-box and the other side of the battery 34 to the coils of an electromagnet adjacent to the controlling arm or trip 7. The casing 18, the end-piece or partition 20 and the cover or head 2]., are analogous to the tnre relates to the resetting oi a plurality ot automatic corresponding parts in the previous views. The coils i devices from a single point oi control, and is especially 27 oi the magnet are contained in the casing 1.8 and are wound around a central tube 36 in the Well-known manner, opposite terminals oi" this magnet being-.connected with. the conductors 14 and 35 resp ively. This magnet is in the lorm oi a solenoid the core of which is shown as a two-part one, one member being the shank 29 ot a yoke 28 similar to the yoke previously described, while the other is detachable corepiece 29.

\Yhen the controlling-arm or trip 7 in Fig. 8 is shifted to the position shown in Fig. (5 it forces up the yoke and the core attached thereto, and these parts remain in such position until the switch-arm 13 is moved onto the contact 37, whereupon the coils ol' the solenoid being energized, the core 29 29 will be drawn downward and will carry with it the yoke, which will reset the controlling arm or trip Till the same manner that it is reset by the piston in Fig. 6.

In Fig. 9 I have illustrated another modification of the invention, in which the resetting is effected by electrical means, as in Figs. 3 and 8, but the resetting is preferably from a plurality of points on the car, as is the case with the amparalus controlled by fluid pressure shown in Figs. 1 and 2. Indeed, the only dii't'erence between Figs. 3 and 9 is that two controlling handles or switch ltwers 13 are shown instead of one, as in Fig. 3, and two switchd'ioxcs and posts 32 and 33. One of these resetting handles or switch-le rs, with its switchbox and post, is preferably placed at each end ol' the car. The source ol' energy controlled by the switchlcvers l3 and the conductors leading therefrom arc substantially similar to the corresponding connections in Fi 3, and the parts which correspond thereto are designated by tho'same reference characters. The conductor leading from the negative pole of the battery to the right-hand switch-lever 13 is, however, designated by 35, and the conductor leading i'rom said right-hand switch-box to the automatic controlling device is designated by 14. The principal l'eature which distinguishes this electrical resetting apparatus having two dill'ercnt points of control 'l'rom the corresponding fluidpressure actuated resetting apparatus shown in Figs. 1 and 2 is that in Fig. 5) the concurrence ol' two operations is required to ellcct the closing of the circuit which operates to reset the controlling arm or trip 7, whereas in the system shown in Figsv l and 2 only a single controlling operation is necessary to accomplish this result.

This is due to the l'act that either of the resetting handies 13 in Figs. 1 and 2 is capable ol admitting pressure to the piston ot the resetting means by opening connnnnication with the main reservoir, regardless of whether the other reset tiughandlc is operated, whereas in Fig. i) neither resetting handle 13 is by itself capable of closing the circuit through the battery, it being necessary to operate both of the switch-levers l3 and close both brcaks in the circuit bel'ore current will. tlow, the joint action ot a plurality ol' devices thus being necessary in the construction shown in Fig. t) for governing the re- This second main leaonce characters as the parts in Fig. l.

train-pipe.

adapted and intended [or use on long trains, as for example, express trains running infrequently bciwccn cities at a great distance lrom each other, and on transcontinentaltrains, on trains of which type it is desirable that every automatic controlling devicc. whclh r l'or brakes, power, or otherwise, on every car of the train. shall be at all times under the control ot a single individual, to wit, the engineer or motor-man in the cab of the locomotive or in the first car of the train. In this view I have also deemed it in'el'erable to illustrate as the automatic controlling means an automatic lli:id presslire-actuated rcscttiug system for an automatic tluidpressure or air-brake system, and all oi the parts shown in said view are similar to corrcspomling parts shown in Fig. l. and are designated by the same r lcr- The ess ntial ditt'erence between the two vicws is that while thc re setting means on each car of the train illustrated in Fig. l constitutes a unit and is unconnectiblc with any other unit ol' the train, the resetting means on each car ot the train shown in Fig. 10, while also constit in ing a unit capable oi independent operation whcn lhc car is uncoupled from another car or cars of a train, is capabl also oi dependent operation as an clement of a trai n by being connectiblc with other like or similar uni is o!' another car or cars of a train. When such conncctiblc like or similar resetting units as are illustrated in Fig. lo are actually connected, communication between th sections ol' the resetting pipe l-il on all such cars is ci'l'ccled, and each of such sections is continuously in communication with every other. This connection may be effected ad 'antageously in the samc manner as tho connection of the sections ol' the traimpipe ol' the lluidpressure brake system of the train. that is to say, by means of flexible coupling pipes or liosc-pipcs 3H similar to those shown at 3 for coupling the sections oi lhc Each ol the coupling pipes 32 should also be provided at its coupling end with a valvc tor the purpose of preventing change in or loss of prcssurc in the resetting pipe when the sections ol said pipe are un coupled. The valved connections for joining such lie 'ible coupling pipes for the train-pipes ol' the lnakc system being well understood in the art, and tho coli sponding connections used by me [or coupling lhc rosetting pipes being prel'erably identical in constru tion, are not illustrated herein in detail. 'Ihc result ol' connecting the sections 14 of the rcsctting pipc in the manncr just described, so as to form a. continuous risen ting train-pipe capable oi being conncctcd lndcpcntb cntly with a source of :tluid pressure l'roin a main reser- Hy turnvoir on any car of the train, will be evident. ing any manual resetting handle l1) at any point on thc train and from any point .on any car. all ol' thc rcsctting pistons on every car of the train maybe almost llli 'lllll taneously put in communication with and opcl'atcd l'roin a source of lluid pressure on any car of a train or Iron'i the cab of the locomotive. Thus, the reset 1 i ng ol' all automatic controlling arms on every car of the train may be simultancously cl'l'ectcd l'roin a single point on the train, and this point may be controlled either by the engineer or motorinan at the front of the train, or, it desired, by any conductor, guard, or other auihoriiccd person at any other point on the train.

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ltltl I have not shown in the drawings hereof the brakes by means of which the rotation of the car-wheels is checked or stopped, for the reason that these brakes are of well-known construction; and any suitable or wellknovvn brake mechanism may be employed in connec tion with the fluid-pressure system and the resetting means, the particular construction of the brakes and brake mechanism being dependent upon the natin'e of the fluid-pressure system used for controlling the brakes.

What I claim is:

I 1. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and means for resetting said controlling device from any one of a plurality of points.

2. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a lineof way and movable from one position to :i'aother for controlling the movement of the vehicle, and means for resetting said controlling device from any one of a plurality of points on the vehicle.

3. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and means for resetting said controlling device from a plurality of points.

4. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and means for resetting said controlling device from a plurality oi points on the vehicle;

5. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and a plurality of devices each of which governs the resetting of said controlling device. v

6. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and a plurality of devices on the vehicle each of which governs the resetting of said controlling device.

7. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of Way and movable from one position to another for controlling the movement of the vehicle, and a plurality of devices conjointly governing the resetting of said controlling device.

The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and a plurality of devices on the vehicle conjointly governing the resetting of said controlling device.

5). The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and a plurality 01 devices at opposite ends of said vehicle each of which governs the resetting of said controlling device.

10. The combination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, and a plurality of devices at opposite ends of said vehicle conjointly governing the resetting of said controlling device.

11. The combination with a power-operated vehicle, of an automatic brake-controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and means for resetting said brake-controlling device from any one of a plurality of points.

12. The combination with a power-operated vehicle, of an automatic brakecontrolling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and means for resetting said brake-controlling device from any one of a plurality of points on the vehicle.

13. The combination with a power-operated vehicle, of an automatic brake-controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and a plurality of devices each of which governs the resetting of said brake-controlling device.

11. The combination with a power-operated vehicle, of an automatic brake-controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and a plurality of devices conjointly governing the resetting of said brake-controlling device.

15. The combination with a power-operated vehicle, of an automatic brake-controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and manual controllers at opposite ends of the vehicle each of which governs the resetting of said controlling device.

16. The combination with a poweroperated vehicle, of an automatic lirakecontrolling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and manual controllers at opposite ends of the vehicle conjointly governing the resetting of said controlling device.

17. The combination with a power-operated vehicle and with a tluidpressure brake system thereon, of an automatic brake-controlling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and means for resetting said brake-controlling de vice from any one of a plurality of points.

18. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of an auto matic brake-controlling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and means for resetting said brake-controlling device from any one of a plurality of points on the vehicle.

19. The combination with a power-operated vehicle and with a tluidpressure brake system thereon, of an automatic brake-controlling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and a plurality of devices each of which governs the resetting of said brake-controlling device.

20. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, or an automatic brake-controlling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and a plurality of devices conjointly governing the resetting of said brake-controlling device.

21. The combination with a power-operated vehicle and with an air-brake system thereon, of an automatic brakecontrolling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of an air-brake, and means for resetting said brake-controlling device from any one of a plurality of points.

22. The combination with a poweroperated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from .one position to another for controlling the movement of the vehicle, and Iluid-operated means for resetting said controlling device from any one of a plurality of points.

23. The combination with a powenoperated vehicle and with a fluid-pressure brake system thereon, of an auto matic brake-controlling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and fluid-operated means for resetting said brakecontrolling device from any one 01' a plurality oi? points.

21. The colnbination with a power-operated vehicle, of an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement oi? the ve hicle, and means operated by air pressure for resetting said controlling device from any one ot a plurality of points.

23. The combination with a power-operated vehicle and with a i'luidpressure brake system thereon. of an automatic make-controlling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and means operated by air pressure for resetting said bi'akecontrolling device from any one of a plurality of points.

26. The colnbination with a poweuoperated vehicle, of an automatic controlling device thereon governed by a danger condition on a line oi" way and movable from one position to another for controlling the movement oi the vehicle, and fluid-controlling devices each of which gov erns the resetting of said automatic controlling device 27. The combination with a power-operated vehicle and with a lluid-pressure brake system thereon, oi. an auiomatic brake-controlling device on the vehicle and governed by a danger condition on a line oi way and movable from one position to another for controlling the application oi a brake. and fluid-controlling devices each oi which governs the resetting of said brake-controlling device.

128. The combination with a power-operated vehicle, oi an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle. and fluid-controlling devices conjointly governing the resetting of said automatic controlling device.

29. The combination with a power-opeiated vehicle and with a fluid-pressure brake system thereon, oi an automatic brake-controlling device on the vehicle and governed by a danger condition on a line of way and movable from one position to another for controlling the application of a brake, and fluid-controlling devices coujointly governing the resetting 0t said brake-control1ing device.

30. The combination with a power-operated vehicle, oi. an automatic controlling device thereon governed by a danger condition on a line of Way and movable irom one.

position to another tor controlling the movement of the vehicle, means including a source of fluid-power for resetting said controlling device, and means for controlling said fiuidpower from any one of a plurality oi points.

31. The combination with a power-operated vehicle, oi? an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, means including a source of fluid-power ior resetting said controlling device, and means for controlling said lluid-power from any one 01 a plurality oi points on the vehicle.

32. The combination with a power-operated vehicle. oi an. automatic controlling device thereon governed by a danger condition on a line of way and movable lfrom one position to another for controlling the movement oi the vehicle, means including a source of fluid power for resetting said controlling device, and a plurality oi devices each oi which governs said fluid power.

33. The combination with a power-operated vehicle, oi an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle, means including a source of iluid power for resetting said controlling device, and a plurality oi. devices conjointly governing said lluid power.

I) The combination with a power-operated vehicle, oi an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement of the vehicle. means including a source of air pressure 1 1' resetting said controlling device, and means for controlling said air pressure from any one oi a plurality oi points.

The combination with a power-operated vehicle, of

an automatic controlling device thereon governed by a danger condition on a line of way and movable irom omp tion to another for controlling the movement oi the vehicle. means including a source of air pressure for resetting said controlling device, and a plurality oi valves each oi which governs the supply of air pressure to such resetting means.

31'. The combination with a power-operated vehicle, o1 an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another for controlling the movement oi the vehicle. means including a source of air pressure ior re setting said couirolling device, and a plurality oi valves conjoinily governing the supply oi.- air pressure to such I'( .tting means.

37, The ccnnbiuation with a power-operaied vehiclev oi an automatic controlling device thereon governed by a gel condition on a line of way and movable from one pos iion to another for controlling the movement oi the vehicle, a fluid svstem for resetting said controlling device. and a plurality of devices located at di ereut points e: :h of which governs the resetting oi said controlling device by the iluid in such system.

I18. The combination with a power-operated vehicle. oi an automatic controlling device thereon governed by a danger condition on a line oif way and movable from one position to another ior controlling the movement oi the vehicle. a fluid system for resetting said controlling device, and a plurality of devices located at dii'ierent points on the vehicle each oi which governs the resetting oi said controlling device by lluid in such system.

Ill). The combination with a power-operated vehicle. of an automatic controlling device thereon governed by a danger condition on a line oi. way and movable from one po, on to another for controlling the movement oi ihe vehicle. a fluid system ior resetting said controlling device. and a plurality oi devices located at dii'iereni points and coujointly governing the resetting oi said controlling device by the iiuid in such system.

ii). The combination with a power-operated vehicle. oi an automatic controlling device thereon governed by a danger condition on a line of way and movable from one position to another ior controlling the movement o1 ihe vehicle, a iluid system for resetting said controlling devic and a plurality oi devices located at ditlereut points on the vehicle and conjointly governing the resetting oi said controlling device by the iluid in such system.

41. The combination with a power-operated vehicle. oi an automatic ln'alte-controlling device thereon governed by a danger condition on a line ot way and movable from one position to another ior controlling the application of a brake, a fluid pressure system for resetting said brakecontrolling device. aml a plurality of devices located a\ diil'erent points each oi which governs the resetting oi said bralie'controlling device by iluid in such system.

42. The combination with a power-operated vehicle and with a lluid-pressure brake system thereon. oi an auio ma brake-control]ing device thereon movable from one position to another ior controlling the application oi a brake. a similar fluid-pressure system for reselling said brake-controlling device. and means for controlling the pre sure in said second system from any one oi a plw rality oi. points on the vehicle.

44. The combination with a power-operated vehicle and with a i'luidn'essure brake system thereon. oi an auto matic brake controlling device thereon movable from one position to another lor controlling the application oi a brake. a similar tiuid-pressure system for resetting said liralurcontrolling device, and a plurality oi? devices conjointly governing the preure in said second system.

45. The combination with a power-operated vehicle and with a [laid-pressure brake system thereon, oi an auto- 1 iii) matic brake-controlling device thereon movable from one position to another for controlling the application of a brake, a similar fluid-pressure system for resetting said brake-controlling device, and a plurality of valves at different points in said second system for controlling the pressure therein.

46. The combination with a power-operated vehicle and with an air-brake system thereon, of an automatic brakecontrolling device thereon movable from one position to another for controlling the application of a brake, a similar air-pressure system for resetting said brake-controlling device, and means for controlling the pressure in said second system from any one of a plurality of points.

47. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, and manuallycontrolled means on the vehicle for positively resetting said trip.

48. The combination with a power-operated vehicle and with a fluidp1'essure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to-another, and means for re-' setting said trip from any one of a plurality of points.

49. "he combination with a power-operated vehicle and with a-flnid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, and means for re setting said trip from any one of a plurality of points on the vehicle.

50. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, and a plurality of devices conjointly governing the resetting of said trip.

51. The combination with a power-operated vehicle and with an air-brakesystem thereon, of a valve in said system,'an automatic trip controlling said valve and movable from one position to another, and means for resetting said trip from any one of a plurality of points.

52. The combination with a power-operated vehicle and with a fiuidpressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, and fluid-operated means fol-resetting said trip from any one of a plurality of points.

The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, fluid-operated means for resetting said trip. and a plurality of fluid-controlling devices each of which governs said fluid-operated means.

54. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and.

movable from one position to another, fiuidoperated means for resetting said trip, and a plurality of fluid-controlling devices conjointly governing said fluid-operated means.

The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip secured to said valve and movable from one position to another, and means including a cylinder and a resetting piston for positively resetting said trip.

56. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, and means including.

a cylinder and a resetting piston for resetting said trip from any one of a plurality of points.

57. The combination with a poweroperated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, and means including a cylinder and a resetting piston for resetting said trip from any one of a plurality of points on the vehicle.

58. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, means including a cylinder and a resetting piston for resetting said trip, and a plurality of devices each of which governs the operation of said resetting piston.

59. The combination with a power-operated vehicle and with a fluid-pressure brake system thereon, of a valve in said system, an automatic trip controlling said valve and movable from one position to another, means including a cylinder and a resetting piston for resetting said trip, and a plurality of devices conjointly governing the operation of said resetting piston.

(50. The combination with a powenoperated vehicle and with a tluid pressu're brake system thereon. 01' a valve in said system. an automatic trip secured to said valve and movable from one position to another, and a fluid-pressure system including a cylinder and a resetting piston for positively resetting said trip.

(31. The combination with a power-operated vehicle and with a fiuidpressure brake system thereon, of a valve in said system an automatic trip controlling said valve and movable from one position to another, a fluid-pressure system including a cylinder and a resetting piston for resetting said trip, and a plurality of valves each of which gov- 'crns the operation of said resetting piston.

62. The combination with a power-operated vehicle, of an automatic trip controlling the movement of said vehicle and movable from one position to another, and manually controlled means for positively resetting said trip;

63. The combination with a power-operated vehicle, of an automatic-trip controlling the movement of said vehicle and movable from one position to another, and manually controlled means on the vehicle for positively resetting said trip.

(it. The combination with a power-operated vehicle, of an automatic t p controlling the movement of and movable from one position to another, a trip-resetting device for positively resetting said trip. and manually-controlled means for actuating said trip-resetting device.

(35. The combination with a power-operated vehicle. of an automatic trip controlling the movement of said vehicle and movable from one position to another, a trip-resetting device for positively resetting said trip, and manually-con trolled poweroperated means for actuating said trip-reseting device.

(56. The combination with a powenoperated vehicle, of an automatic trip controlling the movement of said vehicle and movable from one position to another, a trip-resetting device for positively resetting said trip, and a cylinder containing a power-operated piston for actuating said tripresetting device.

(37. The combination with a power-operated vehicle, of an automatic trip controlling the movement of said vehicle and mounted to swing about an axis from one position to another, and mannally-controlled means for positively resetting said trip.

G8. The combination with a power-operated vehicle, of an automatic trip controlling the movement of said vehicle and mounted to swin about an axis from one position to another, a trip-resetting device for positively resetting said trip, and manually-controlled means for actuating said trip-resetting device.

69. The combination with a power-operated vehicle. of an automatic trip controlling the movement of said vehicle and mounted to swing about an axis from one position to another and having a crosshead,a yoke for actuating said cross-head, and manually controlled means for actuating said yoke.

70. The combination with a power-operated vehicle. of an automatic trip controlling the movement of said vehicle and mounted to swing about an axis from one position to another and having a Cl'0SS-llQfl.(l, a cylinder containing a power-operated piston, and a yoke secured to said piston t'or actuating said cross-head.

T1. The combination with a power-operated vehicle, of an automatic trip controlling the movement of said vehicle and mounted to swing about an axis from one position to another and having a crosshcad the working face of which intersects said axis. a yoke for engaging the working face of said cross-head and turning said trip, and means for actuating said yoke.

72. The combination with a poweroperated vehicle, of

ting said controlling device-said cooperative elements con. tuting a car-unit unconneetible with any other carunit.

74. A p0\vci0perated railway car having thereon the following cot'iperative elements, viz.--an automatic control-' ling device movable from one position to another for controlling the im veinent of the car, and a plurality oidevices each of which governs the resetting of said controlling lcvice-said coiiperati e elements constituting a car-unit iinconnectible with any other canunit.

77. A powmnoperated railway car having thereon the following cooperative elements, viz.an automatic controlling device movable from one position to another for cotrolling the movement of the c and a plurality of devices conjointly governing the resetting of aid controlling deviceaid cooperative elements constituting a carainit unconnectible with any other car-unit.

Tti. A power-operated railway car having thereon the following cooperative elements, viz.-an automatic brakecontrolling device movable from one position to another for controlling the application of a brake, and means for resetting said bralcc-controlling device--said cooperative elements constituting a car-unit unconnectible with any other car-unit.

47. A power-o wrated railway car having thereon the following cooperative element viz.an automatic brahi controlling device movable from one position to another for controlling the application of a brake. and llnid-operated means for resetting said brake-controlling device said cooperative elements constituting a car'unit unconnectible with any other carainit.

TS. A poweroperatod railway car having thereon the following cooperative elements, viz.an automatic brakecontrolling device movable from one position to another for controlling :he application of a brake, means including a source of tlt d power for re. .ing said brake-control]ing device, and means for controlling said iluid power-said cca'iperative elements constituting a car-unit unconnectible with any other car-unit.

79. A power-operated railway car having thereon the following cooperative elements, viz.-an autom atic bral e controlling device movable from one position to anollier for controlling the application of a brake. means including a source of air-pressure for resetting said brake-controlling device, and means for controlling said air-pressure said cooperative elements constituting a carunit unconncctible with any other car unit.

St). A power-operatied rail my car having thereon the following cooperative elements, viz.an automatic brakeeoiitrolling device movable from one position to another lor controlling the application of a brake, a llnid system for resetting said bral econtrolling device, and a plurality of devices located at diiterent points each of which governs the resetting of said brz \e-controlling device by the llnid in such syst'ein id cooperative elements constituting a car-unit llll((llll]t ible with any other -unit.

H]. A power-operated railway car having thereon the following cotipe tive elements, viz.an automatic trip for controlling the movement of said vehicle and movable from one position to another, and means for resetting said ttip--said cooperative elements constituting a car-unit unconnectible with any other car-unit.

, S A power-operated railway ear having thereon the following cooperative element viz.-an automatic trip for controlling the movement oi? said car and movable from one position to another. and a llnid-pressure system including a. and a resetting piston l'or resetting said trip said coiipm'ative elements constituting a cariinit unconneetiblc with any other car-unit.

S4. A train of power-(me ated vehicles, each of which vehicles has thereon the i'ollmving cot'lperative elements.

viz.-an automatic controlling device movable from one position to another for controlling the movement of the vehicle. and means for resetting said controlling devic the cooperative. elements on each vehicle being independent of the othe s.

85, A train of power-o1)erated vehicles, each of which vehicles has thereon the following cooperative elements. viz an automatic controlling device movable from one pos ion to another for controlling the movement of the vehicle. and mannally-controlled means for resetting said controlling (1(.Vl 'l'lit cm'iperative elements on each vehicle being independent oi the others.

86. A train of power-operated vehicles, each vehicles has thereon the following cooperative elements. viz. an automatic controlling device movable from one position to another for controlling the movement elf the vehicle, and means for resetting said controlling device from any one of a plurality of point the coimeraiive elements on each vehicle being independent of the others.

ST. A train of poweroperated vehicles, each of which vehicles has thereon the following cooperative elements,

of which vehicle. and a plurality of devices each of which governs the resetting of said. controlling device -the cooperative elements on each vehicle being independent of the other S8. A train 01' power-operated veh' l each of which vehicles has thereon the following coi'tperative elements. vizh an automatic controlling device movable from position to another for controlling the movement of the vehicle. and a plurality of devices coniointly governing the resetting of said controlling (iLVlCQ tilO coi'merative ehe inents on each vehicle being independent of the others.

8!). A train of powcnoperated vehicles, each of which vehicles has thereon the following cooperative elements, viz. an automatic brake-controlling device movable from one position to another for controlling the application of a brake. and means for resetting said brake-controlling do vice-the cooperative elements on each vehicle being independent of the others.

no. A train embodying a lluid-pressurc brake system and made up of power-operated vehicles, each of which vehicles has thereon the following cooperative elements, viz.- an automatic bi-.-ilu-.-coi1trolling device movable from one position to another for controlling the application of a brake. and means for resetting said bralui-controlling devicesaid cooperative elements on each vehicle being independent ot the others.

91. A train embodying an-air-bralte system and made up oi 1towet-operated vehicles, each of which vehicles has thereon the following cooperative elements, vizr an automatic brake-controlling device movable from one position to another for controlling the application oi an ainbriike. and means for resetting said brake-controlling device said cooperative elements on each vehicle being independent of the others.

92. A train embodying a iluithpressure brake s stem and made up of power-operated vehicles. each of which vehicles has thereon the following cot'iperative elements. vizr an automatic brake-controlling device movable from one position to another for controlling the application of a .brake. and iluid-o1n ratcd means for resetting said brakt controlling devicesai(l cooperative elements each vehicle being independent of the others.

01), A train embodying a fluid-pressure brake system and made up of power-operated vehicles. each of which vehi cles has lliereon the following cooperative elements. viz. an automatic lllill(t (0ll|l'tllllllg device movable from one position to another for controlling the application of a brake, and llnid-controlling devices each of which governs the r .ii'ilig' of said brake-controlling dev said to operathe elements on each vehicle being imlependent of the others.

9-1. A train embodying a llnid-pressure brake system aml made up of pqweeoperoted vehicles, each of which vehlcles has thereon the following cooperative elements, viz.- on nutomotic brake-controlling device movnble from one position to nnother for controlling the nppiicniion of n brake, menus including 11 source of fluid-power tor resetting said broke-controlling device, nnti menns for controlling snitl ilultl-potver-snid coiiperntive elements on ouch vehicle being independent of the others.

()5. A trnln embodying o fluid-pressure broke system and mode up of mu'er-opernted vehicles, each of which vehicles hits thereon the following coiJperntive elements. viz.- nn nutonmtic in'nkeeontrolling device movnbie from one position to nnother for controlling the nppiientlon of it broke, menus including at source of nir-pressnre i'or resetting snid broke-controiling device, nnd menus for controlling snltl nlr-pressure-soid cotlpernllve elements on ench vehicle being independent of the others.

96. A trnln embodying n Hold-pressure broke system nod mndc up ot poo'er-opernled vehicles. ench oi \vhich vehicies lots thereon the following coilperntive elements, vi7.-- nn nntolnntic ln'nke-rontroillug device movnble from one position to nnothenfor controlling the npplicntion of it broke, it lluld system for resetting sold in-nke-controlling device. and n plnrollty oi devices locnted nt dlli'ereut points ench oi which governs the resetting ot sold ln'nhecontroiling device by the iluid in such system--sold tmt'lperntive elements on ench vehicle being independent of vthe others.

()7. A trnln oi pon'er-opernted vehicles, ench of which vehicles hos thereon the following eotiperotive elements. viz.-nn nutomntle trip for controlling the movement of sold vehicle nnd movnbie from one position to nnother, nod lnenns for reselling sold trlp-the cot'lperniive elements on elicit vehicle being independent oi the others.

08. A trnln embodying n iiuld-pressme broke system ond made up of pmvcr-opernled vehicles, ench of which vehicles hnu thereon the following cotiperntlvc elements, viz.- n vnlve in sold broke system, on ntttolnntle trip controlling snld volve out] movnble from one position to nnother, nod menns tor resetting sold trip-sold coilpcrntive elements on ench vehicle being independent of the others.

iii). A trnln embodying n fluid-pressure broke system nnd made up of power-(mornted vehicles, ench of which vehi cies lots thereon the following coilperntivo elements, vi'/l.- n vnive in said broke system. on outomntie trip controlling mild vnive nnd nlovnbie from one position to nnother. and means including o cylinder ond n resetting piston for resetting sold trip-sold cotlperntlve elements on ench vehicle being independent of the others.

100. A trnln embodying n flute-pressure broke system and made up of p0\\'er-opt.rnieti vehlcl's, ench of which vehicles hos thereon the. following cooperative elements, vi7..-n valve in s'nid broke system, on nutonmtic trip controlling sold vnlve nnd movnbie from one position to nnother. nnd n iinid-pressurc system including it cylinder and n resetting piston for resetting sold lrlpsnld cooperntive elementson each vehicle being independent of the others 101. A t 'nin oi power-opcrnieti vehicles, ench oi which vehicles hos thereon nn nutomntle controlling device governed by n dnngor condition on n line of why not] movnble from one ,posiilon to nnother for controlling the movement oi sold vehicle, nnd menus for resetting nil oi sold controlling tic\'lt'ts from n single point on the lrnln.

10;. A trnln of po\ver-uperntt.-d vehicles. elicit of which \eitlcles ims thereon on nutonnttle in'oitcttmtroiling device governed by n danger condition on n line oi \vny ond movnhie from one position to nnother for controlling the movements oi such vehicle, ond menus for resetting nil oi sold ln'nite-controlllng devices from at single point. on the trnln.

Hill. A trnln oi m\ver-opernted vehicles, ench oi \vhlch vehicles hos thereon nn nnlonmtlc controlling device govcrncd by n dnnger condition on n lino oi \vny ond movobio from one position to nnother for controlling the movement or sold vehicle. nnd menus for resetting oil of sold coir trolling devices from nny one oin piurniity oi points on the trnln.

iii-i. A trnln of mover-operoted vehicles, ench of which Vehicles hos thereon on nntonmtic in-nko-eontroHlog device governed by n danger condition on o line oi why and llltl\'- nbie from one position to nnother for controlling the move ment oi sneh vehicle, and menus for resetting nil oi sold broke-controlilng devices from no v one oi n plurnllty of points on the trnln.

105. A trnln oi po\ver-opernted vehicles, ench of which vehicles lms thereon on nutomntle controlling device governed by it (longer condition on n line of \vny nod movnblc from one position to nnother [or controlling the movement. of such vehicle, and menus for resetting oil of sold cottlroliiug devices from nny one oi n piurnllty oi points on diti'erent vehicles of the trnln.

Signed at New York, in the county of New York, ond Sttite of New Yorlt, this Ltlth do of .ionunry A. i). itititi.

l ltANK ii. KINSMAN.

Witnesses l louon A. i nnnows, C. S. CHAMPION. 

